Railway-car.



N0. 798,629. PATBNTED SEPT. 5, 1905.

E. J. SATTLER.

RAILWAY GAR. AmLIoATIoN FILED 11m41.190s.

EDINARI) Ji. SATTLER, OF MINERAL CITY, OHIO.

RAILWAY-CAR.

Specification of Letters Patent.

Patented Sept. 5, 1905.

Application filed Mfllll 11,1905. Serial No. 249,512.

To all 'H'wm it Nifty concern:

Be it known that I, EDWARD J. Sivrrrna, a citizen of the United States,and a resident of Mineral City, county of Tuscarawas, State of Ohio,have invented certain new and useful Improvements in Railway-Cars, ofwhich I hereby declare the Vfollowing to be a full, clear, and exactdescription, such as will enable others skilled in the art to which itappertains to make and use the same.

The invention relates to improvements in the means for attachment andsupport of railway-cars, particularly those Vfor passenger service; andits objects are, first, to provide an increased length of wheel base,whereby the comfort and ease of riding is greatly increased; second, toform a solid" or unyielding train of cars and a vform of couplingwhereby the loose motion and subsequent jar in starting and stopping theseveral ears will be largely eliminated; third, to insure a common levelfor the adjacent extremities of the car-floors under all variations intrack-level, whereby the dangers of telescoping or raising of one Vfloorabove another is prevented, as well as irregular alinement of cars;fourth, to prevent the separation and irregular movement of the severalcars, and thus insure a uniform rate of speed thereof; lifth, to lessenthe combined weight of the trucks upon the rails while preserving theactual weight and relative immobility of each truck; sixth, to reducethe platform space required to the minimum. To obtain these results, Iemploy a single truck having broad wheel-base `for cach car and pivotthe truck at the extreme rear extremity of the car. In connection withthe truck I employ a rigid supporting instrumentality :for the front endof thc adjacent ear in the train and in connection therewith the variousmeans 'for coupling the cars together and for preventing irregularmotion thereof and 'for temporarily supporting the unsupported 'frontend of the car when the ear is detached from its neighbor, ashereinafter described, shown in the accompanying drawings, andspecifically pointed out in the claims.

In the accompanying drawings, Figure I is a side elevation of the frontend of one car and the rear end of another, showing the position of themain and auxiliary trucks and other details in dotted lines. Fig. 2 is aplan view of coupling device. Fig. 3 is a longitudinal section thereof.I? ig. 4 is a transverse section showing the construction of one of theauxiliary trucks. Fig. :3 is a plan view of bearing-block for auxiliarytruck.

In the views, l is the front end of a car; 2, the rear end of theadjacent ear; 3, a six-wheel truck having a pivotal bearing at l uponthe extreme rear end of one car. It will be seen from the drawings thatthis truck is the only one of that character secured to the car and thatthe 'front end of this car is supported upon the projecting bar 5, whichis rigidly attached to the adjacent ear in front, the rear end of whichis mounted upon a similar truck 3. The rear platform t5 of one ear isbrought into close proximity to the adjacent car and the pivotal pointof support of the truck brought as near to the meeting lower edges ofthe cars as is possible. The heavy bar 5, upon which the front end ofthe rear car is supported, is inserted into the opening 7 in a solidbolster S, and the heavy plate 9 secured upon itcovers the opening. Thebar serves also as a coupling or draw-bar, and a coupling-pin I() ispassed through an opening Il therein and through the heavy bolster. Thisbolster is extended at I2 on either side to cover the exposed edge ofthe car. The opening l l for the coupling-pin is somewhat elongated, andthe pin and the edge of the opening are maintained in close engagementby means of a sliding block 13, which abuts againstI the outer end ofthe bar 5 and is pressed by the heavy springs Il, which engage theabutment I5 in the end of the casing. These springs prevent gaining orlosing speed in the individual car, as when the track is uneven and thecars would have a tendency to gain or lose in speed and separate onefrom another', or in starting or stopping the train, when if the carsare not tightly engaging one another they will be taken up one afteranother with a disagreeable jolt which gradually increases toward thelatter end of the train, Putting on the brakes will also have the resultof tipping a truck, and the gain of thecar will cause a jolt as itafterward settles to place. To give freedom of movement to the cars uponcurves, the engaging surface of the holdingblock I3 is curved in an are,so that the end of the bar can move freely over it, and a circular shapeis given the sides of the bar about the opening for the coupling-pin, sothat it can move freely in the narrow neck of the opening. The maincasting 8, which serves also as the rear bolster, is provided Wlth adownwardly-extending tongue 16,

`upon which the coupling-bar readily slides iito the mouth of theopening when the cars are brought together. The main casting or bolster,the side extensions, and the tongue and portion containing the slidingblock and springs are all in one piece. The draw-bar is also curvedupwardly at the end to facilitate its entrance into this opening andcurved on the bottom, so as to permit a slight roll where one track ishigher than the other. By this form of construction the oors of theadjoining cars are always level and one cannot rise above the other orthe cars get out of alinement. Qnly one pair of steps and only oneplatform will be necessary for each car, since the cars can run only inone direction and since the end of the car which is provided withplatform and steps always joins the end of the car having no suchprovision. I/Vhen the cars are separated, a temporary support isrequired for the front end of each car, so that it can be switched andmoved independently of the train.

In Fig. 4 a sectional view of the axle-bearing for this single-wheeltruck is seen. Here 20 is the axle, 21 the axle-box, 22 averticallymovable bearing-block, and 23 represents springs which relievethe pressure. A roller 24 is pivoted in the block 22 and rests upon thelongitudinally-curved surface of the box 21, the effect of which is togive some freedom of movement to the carin a lateral direction uponcurves, but the weight will always bring the rollers to the centeragain. This is a valuable consideration, since the single truck is notpivoted and the heavy vertical guards 25 are not capable of motion. Itis of course obvious that this special construction can be dispensedwith on the front car next to the engine, if desired, and so avoidchange of engine or tender couplings.

It will be seen in Fig. 1 that one of the truck-springs is shown insection and the spring is double, the inner one, 26, being shorter thanthe outer one, 27. This arrangement is to afford increased resistancewhen the cars are joined together, the pressure being then received uponboth springs.

Having described my invention, what I claim as new, and desire to secureby Letters Patent, is-

1. The combination with adjoining railway-cars, of a broad-based truck,pivoted underneath the rear extremity of one car, and a heavylongitudinally-projecting bar secured rigidly on the front end of theadjoining car, the said bar resting upon said rear extremity of theforward car, and adapted to support the end of the car to which it isattached.

2. The combination with adjoining railway-cars, of a broad-based truckpivoted underneath the rear extremity of one car, and a heavylongitudinally-projecting bar secured rigidly on the front end of theadjoining car, the said bar resting upon said rear extremity of theforward car, and adapted to support the end of the car to which it isattached, and a device for coupling said bar with the adjoiningcar-siibstantially as described.

3. The combination with a railway-car, ofv

' a bolster at one extremity thereof, having a solid portion, abroad-based truck pivoted in said solid portion of the bolster, alongitudinal opening in said solid portion, a projecting tongueunderneath said opening, a longitudinally-sliding spring-pressed blockin said opening, and a solid cover for said opening, substantially asdescribed.

4. The combination with two adjoining railway-cars, of a bolster at therear end of one car provided-with an opening in the rear, a truckpivoted underneath said bolster, and means for supporting the adjacentend of the adjoining car comprising a draw-bar rigidly secured tothefront end of said adjoining car, and projecting into the vsaid openingin the said bolster above said truck, substantially as described.

5. The. combination with the front extremity of a railway-car, and rearextremity of the adjoining car, of a bolster upon the rear end of theforward car, a truck pivoted thereunder, the said bolster being providedwith an opening in the rear, closed upon the upper side, a heavy barrigidly secured to the front of the rear car, in line with saidopeningin the bolster and adapted to extend therein and means forpivotally securing said IOO bar to said bolster, substantially as dejscribed.

6. The combination with adjoining railway-cars, of a bolster for eachcar at the rear extremity thereof, a truck under each bolster, a coveredopening in each of said bolsters, a fixed bar on the front end of eachcar adapted to enter said opening, a couplingpin passing through eachbolster and bar entering therein, and a sliding block in each of saidopenings and tension-springs therefor, the end of each of said barsabutting against one of said blocks, substantially as described.

7. The combination with a railway-car, and a rear truck therefor., ofmeans for supporting the front end thereof, comprising an adjoining carin front of said railway-car, a bolster on the rear end of said carprovided with an opening, and a draw-bar rigidly secured to the front ofsaid firstmentioned car and adapted for insertion in said opening andsupport upon said bolster, substantially as described.

8. In a train of railway-cars, a rear bolster for each car, a rear truckthereunder, a projecting draw-bar rigidly secured to the front end ofeach car, arranged to rest upon the IIO ing l'rom the l'ront of the car,and an auxiliary narrow-based truck lor temporary support ot the lirontend of the car, substantially l as described.

lt). The combination with a railway-car of i means for supportingl thefront end ol the car upon the rear end ol' the next preceding car,consisting ol a bar rigidlysecured to the liront ot the one car andadapted to rest upon the rear end ol" the preceding car, a truckunderneath the rear end of each car, and an auxiliary truck at the frontend ot' the car adapted to temporarily support said liront end when thesaid cars are detached.

il. An auxiliary car-support t'or the purpose described, consisting ot,in combination. 3

an axle and wheels, an elongated axle-box at each end of the axle,having a curved upper surface, a rigid boxing upon the car for eachaxle-box, having a v ertical opening, springpressed block therein, and aroller in said block, engaging the curved surface of the said axle-box,substantially as described.

l2. In a ear-coupling device, a draw-bar rigidly secured to the lirontend of a ear, a solid bolster upon the rear end ot' the next precedingcar, provided with an opening in its rear, a projecting tongue upon thebolster umlerneath said opening provided with an upwardly-sloping uppersurface, a slidingI block in said opening provided with aninwardly-curved outer end, springs between said block and the forwardend of said opening, and a coupling-pin, passing through openings insaid bolster, and rigid bar, substan tially as described.

13. Thecombinationwith abolstersecured to the rear end otlv a car, ol' atruck lpivoted thereto, a rear car provided with a projecting tongueinserted in said bolster for thesupport ol said rear cars-anddouble-truck springs in said truck, one setl ol" such springs beingshorter than the other set, substantially as and lor the purpose setforth,

14. The combination with adjacent railway-cars, of a truck underneaththe end ol one car, and a heavy projecting bar at the adjacent end ofthe adjoining car, the said bar adapted to extend umlerneath the ends jol both cars, and support one ol them, substantially as described 15.The combination with adjacent railmnt-cars, of a truck underneath theend ot one ear, a heavy projecting bar underneath the end ol theadjacent car, and adapted to support the same, and an auxiliary truckunderneath the end of the ear carrying the bar, said auxiliary truckbeing adapted l'or use, when the cars are disconnected, substantially asdescribed. i

1.6. The combination with a railway-car, ot means for supporting oneend, consisting olE a heavy truck thereunder and means lor supportingthe car at the other end, consisting olI an auxiliary truck, and aprojecting lbar, adapted to engage with the end ol' the adjacent car,substantially as described.

ln testimony whereof lf hereunto setI my hand this 3d day otl February,1905.

EINVARD J. SAI'ILEH. Witnesses:

VM. 1\[. MoNnoE, E. T. HALL.

